thomas



c. P. THOMAS, nEc'D.'

F. I. RICH. ADMINISTRATOR. AUTOMATICv TRAIN CONTROL SYSTEM.

APPLICATION FILED AUG-13,1919. 1,370,930. Patented Mar. 8, 1921.

2 SHEETS-SHEET I.

f nIIIIIIIIIIIII C. P. THOMAS, DECD.

F4 1. Rl'cH, ADMINISTRATOR.

AUTOMATIC TRAIN CONTROL SYSTEM APPLICATION-FILED Ausfla. i919.

Patented Mar. 8, 1921 2 swans-suini.l

IN VENTOR 14. A conduit 9 connects the box with the -light 12, thusestablishing electrical communication between the various units of thepresent apparatus and also insuring thereby that electric communicationwill be established with the block signal system.

The box 11 is preferably made ot metal and fitted with a door which'maybe locked. This will protect the contents of the box and will precludethe possibility of tampering` with the record disks inclosed thereby.It' the structure is locked by the inspector at the beginningof the run,it is not intended to be opened until the train has concluded itsrun-and the disks removed by an inspeetor. Within the box 11 is afour-point release valve 15. This valve is provided with the neoessartrain connections and will control the air leading from the air-lines tothe brakes. The valve 15 is fitted with a pivoted handle 16; the upperend o't' this handle carries a shackle member 17 pivoted thereto bymeans of a pin 18. The shackle member is litted with a shackle rod 19extending to a link 20. The connection between the link 20 and theshackle member a pivoted one and provides that the ro'd 19 may swinghorizontally in relation to the link. The opposite end of the link 20 isprovided with a pivot pin 21 which connects the link to a cross-headmember 22. This cresshead stands vertically and the pin 21 is sodisposed in relation thereto as to allow vertical swinging movements ofthe link. By this arrangement, it will be seen that a universalconnection is provided between the shifting lever 16 and the cross-head22.

VThe cross-head is fitted with oppositely and horizontally extendingpiston rods 23 and 24, each of these rods is provided with a piston 25at its outer end. The rods 23 and 24 with their pistons extend intooperating cylinders 26 and 27. These cylinders are in longitudinalalinement and are spaced a distance Vfrom each other, as determined by aconnecting bar 28 which is secured to the adjacent heads of thecylinders. The combined links of the rods 22 and 23 and the interveningportion of the cross-head is such as to insure that when one of thepistons is at the extreme end of its stroke the other piston will be atthe extreme opposite end of its stroke, that is, one piston will be aainst ythe end of the head to which air a mitted and the other pistonwill be against the opposite end of the head from that through which itis admitted. The cylinders are both supplied with outer removable heads29, to which supply pipes 30 and 31 are connected, it being understoodthat each head is fitted with one pipe and as indicated in the drawings,the cylinder 26 will be supplied. by the pipe 30 and the cylinder 37 bythe pipe 31. These pipes lead to the opposite Sides of a two-wayair-valve 32,

which is preferably disposed at a point midway the distance between theadjacent ends of the cylinders 26 and 27. The air-valve is supplied withair under pressure in an auxiliary air-sup ly pipe leading to anauxiliary air-tan 34, which is disposed in vsome convenient positionupon the locomotive and is adapted to furnish air independent of theoperation of the main air supply lines. The valve is also provided withan exhaust pipe 34', which is controlled by a release valve 35 adaptedto be regulated so that the exhaust air may be controlled as it flowsfrom the valve and this in turn determining the period of time requiredfor the istons to make their strokes.

T e valve mechanism 82 is so designed that communication may bealternately established between the supply pipes 30 and 31 and theintake pipe 33, at the same time permitting communication between one ofthe pipes 3U or 31 and the exhaust pipe 34.

Due to this arrangement air may pass in vfrom the pipe 33 to pipe 3U,for example, while the air is passing outwardly through pipe 31 to theexhaust pipe 34. A reversal oi' the position of the valve member willact to reverse the direction of flow of the air through the two pipes.In order that the movable member of the valve may be operated by thechange in position of the crosshead 22 and will be instantly opened andclosed without any intermediate movement, a peculiar control mechanismis provided. This structure comprises a valve handle 36, `which is keyedto the valve stem 37. This handle is provided with a coil spring 38,which is connected to one side of the cross-head 22, and will betensioned by the movement of the cross-head from one of its extremepositions to the other. The stem 37. upon which the valve is secured andto which the shifting lever 36 is also fastened is provided with'a lockcam 39, which is formed with a recess 40. Thisfrecess determines theintended rotation of the valve and is adapted to be alternately engagedb v lugs on pawl members 42 and 43. The pawl members are mounted u on acommon hin e pin 44 carried by a fixed bracket of t e f tructurc. Thesemembers are also provided with a spring 45 which presses down upon bothoi' them and acts to hold their lugs against the periphery of the cam39. In the position shown y1n Fig. 6, the cam is locked against rotationby its recess 40 receiving the lug of the pawl 42 while the lug of thepawl 43 is abutting against the pe riphery of the cam 39. In order thatthe pawls will be 4released from their engagement with the recess of thecam 39 at prei determined points in thestroke of the pistons and tofurther insure that the valve member will instantly move from opened toclosed positions or reverse, a releasing cam i 47 is provided and ismounted to freely ro- Tlns cam has Y tate upon the v'alve'stem twofaces, one oi' shorter radius than the other and so arranged that theshoulders formed by the continuance ci these :fece-1y around theperiphery of the cam `will form ya lift to act against the pawls 42 and43 to release them when desired Rotation of the .cam '-17` is producedby :a shifting lever 4S, which is mounted to freely rotate upon the stem37 and is lined in relation lo the Cam 47. The shifting lever i8 isformed with a forked outer end. adapted to receive a Cross-head pin 49.The cross-head pin will,

f of course, move with the Cross-head 22 and will act to swing theshifting lever i8 from one of the extreme positions oi" the crosshead tothe other and Will thus produce a rotary action upon the ram i7 whichwill bring the swells of the cani into engage- `l'ment with the pawlsand permit the release fleeting member 2S.

4eluded.Within a closed of the cani39 so that the tension will cause Ahevalve member to instantly open or close as the case may be.

The cross-head 0.@

is normally looked in kthe position shown at Fig. il by means oitreari'vardly extending trip lever 53 is formed -as a continuationthereoto provide for the release of the paWl,k as it swings around itspivot pin 5i carried upon the cross-oon- The 'trip `lever is adapted tobe struelrlr; a detent which His superimposed above the lever and isnormally held out et Contact therewith by solenoids end 5T. Theseelements arein- .ireuit, which` Will influence the cores of the solenoidto draw ra cross-bar 58 upwardlyand to thereby support the detent 55.vSides 59 ai e provided at opposite ends of the'eross-bar to properlyControl the path oiI travel of this bar and vthe weighted detent 55which extends uptain oi the elements oit the struction. thus' Vfl SWwithin the easell and isV operated by the lt will Werdly 'to otherguide-plates 60.

,- thus be evident that 'when the eireuit 1Lhe solenoid is broken themember 55 will be permitted to fall and in acting` will stril-I- theupwardly projecting lever 53% to `release the paivl 50 from engagementwith the shoulder 5l of the cross-head.

The breaking; o'l the solenoid circuit of Jdie 'flow o'l current or theremoval. o l? cerinsurinej that under cireunistances oit' ancident. thestrurture will be operated toset `the bruler-s This Circuit tch-board Gl'which is alsofmounted `the eontrol box il.

a dial carrying tapered disks upon whichr mav be produced by theaccidental interruption n av be interrupted vintentionally andautomatically by means olf movement oli the cross-head. This boardcarries a. rotatingshaft 'l' .mounted in suitable bearings at the upperand lower ends oi' the boards and also carries three Contact members 62,63 and (il, respectively. The eontaet member may be brought to engage ayiixed contact (l5 upon one side ot the shaft (51 or a fixed contact GGupon the opposite side of? the shalt, while the Contact member isintended to normallyv make connections with the fixed contact G?. Theeontact Gil :is normally in connection. with the lined contact (5Scarried upon the board. rlhis connection is maintained by a plurality olcoil springs G9 mounted arruind the sha'lt (ll and secured at theiropposite eiuls to pins T0 and 7l, as clearly slur-.vn in Fig. One oithese pins in each nistauee is little-d to the lined bearing oi theswitchboard and the other fitted to the movable contact member, so thatthe inline-nce of the spring will be to normally hold the contact'. Thecontactsmay be broken by the movement oi the cross-head, which as shownin Fig. 6 is proridedavith the pin 2l extending' outrfzudly to engage ashifting pin 7:2 extending' up\\'ardly into the path ot travel oli thepin 2l and supporteil upon a su'itch lever "i3, as more clearlyindicated .in 4t. rthis lever is fixed upon the upper end oi the switchshaft Gl. and when the crosS-lumd 22 moves toward the opposite end oiits stroke. it will relieve the pin 72 and will permit the springs G9 touncoil in a manner to svinp; the eoutacts from their posi ion. shown inFigi'. G and to the dotted lino ilusi-v `tion indicated in Fig. 4.

For the rpurpose of producing` a; perni-inent record of the Ytrainperformance representing the various intervals ol travel or the Jrainunder dillerent conditions andreeeufded in chronological order, a,recording device Tl is provided and is mounted within This deviceconsists of three concentric marks are circled 7(2 7i' and 78 areprinted. This dislr is adapted to be driven by suitable eloelr-u'orkinclosed Within the ease 79 and to be marked. by a stylus SO carriedupon a stylus arm 8i. This erm 1s normally held in a central position iby means oi opposing springs 82 which will dispose o'l2 stylus 80 uponthe central circle TT. The arm 8l is pivoted from one end upon a. pinS3, While its opposite end eX- tends between magnets Sli and 85. Thesemagnets are adapted to alternately influence the armto swing it up ordown against the action oil the springs 82 and to move the stylus towardthe mark 76 or the mark 78. These three recording marks correspond tolamps mounted Within the cabin of the locomotive, as more generallyindicated in l by thefnumeral 12. The inner indieating cirele 76 isintended to agree vwith a blue light S6, While the intermediate circle77 agrees with a' green light di' and the outer circle T8 agrees with ared. light Stn. These lights, of course, would iear their usualsignificance in railroad signaling'. the green light indicating;v aclear trani; ahead, the blue light indicatingl that the locomotive wasproceeding upon the time olf another train and that the other train orlocomotive was possibly carrying the signal and the red light indicatingdanger.

All, olf the ain'nuatus dewibcd in the. foregoing portion ot the spe...fieatiini has proper correlation. due to numerous electric circuitsIwhich will be hereinafter descrihml. While these circuits bear adelinitc relation to a block signal system as indicate. in Fig. 2 et thedrawings. in this ligure. S9 indicates the usual blocl: signal system..cariving a` semaphore and provided with a set ot storage batteries 9E.mounted within this semaphore case. The circuit ot these ster agebatteries is eoiitrolled by contact mem-- bers 92 and 93 which arenormally in contact and may be separated to break contact by themoven'ient ot a 'releasing' meander 91. which is actuated when these.m.f.iph...y moved from its raised or noir-siffnalir danger signalingposition. The contact members 92 and 93 are connected with con-- ductors95 and 96, respectively. The conductor 95 leads to one pole ot thebatteries 91.y While the conductor 96 lead to :1 Contact rail 97, asclearly shown in Fig'. 2. '.lhis rail is of comparatively short lengthand is a companion to rail 96 carryingr a ("inifluetor 997 which leadsto the opposite poll.V of the battery 91. These rails are parallel toeach other and are disposed between the tratlic rails 100 and 101. Theincomplete circuit carried to the rails 97 and 8 are continui-fl throughthe loconiotive by contact plates 102 and 103, which are adapted. to bepir oted to fasteningf members 1041- and there after preferably securedto the tender trucks of the locomotive. The contact member 102 isprovided with a conductor Y10/1 which leads to a storage battery 105carried upon the locomotive. The opposite pole ot' this battery isfitted with a conductor 106, leading to the solenoids 56 and 5T. Theseineinbers are connected in parallel.. The opposite poles of thesolenoids are in commnnication With conductors 107 and 109 leading to amaster switch 6l through which the circuit may be completed to aconduf'tor 109 connected with the contact plates 10S. When all of. theconditions are t'ullillcd. :it Will thus be seen that the seniaphrneapparatus, the semaphore rails and the solenoids 56 and 57 are all in asingle circuit.

In order thatV the solenoids circuit will be at all times closed and inseries with the source of electric energy 105, a circuit breaker 110 isprovided. This Vstructure is clearly shown in F ies. 2 and 3, where itwill be seen to include a cage suspended from the trucks of thelocomotive tender, and disposed to stand midway between the semaphorerails 97 and 98, and adaptedA to be supported above a circuit breakerrail 111 v-'hich is disposed between the sen'iaphore rails 97 and 98.The circuit breaker comprises a pair of coils 112 and 113 having cores114 which extend downwardly and above the rail 111.. These cores do not,however, touch the rail but are adapted to be close enough to heinfluenced b v the mass o'l.' steel therein. Extending horizontallythrough the cores are copper bolts 1.15 which carry an armature plate116, this plate beine' spaced from th side olf 'the cores and. littedwith a pair of compression springs 117 adapted to act to normally holdthe armature away from the side of the cores. A contact member 118 iscarried b v the armature and may be moved into e11- Aagement withContact members 119 and '1.20. These last named members are fitted withconductors 121 and 122, respectively. The conductor 121 is connectedwith the contact plate 103. While the conductor 122 is connected withthe contact plate 102, and when the circuit is completed across thecontacts 119 and 120 Will act to form a continuous circuit through theconductors 104. .109, the solenoids 56 and o7 and the conductors 106and. 109. normally insuring a closed circuit through the solenoid. Thiscircuit is normally closed due to the fact 100 thatthe coils 112 and 113will act to i11- iinenee the annature 116 to draw it against the side ofthe cores 114 and thus force the member 118 into the gap between thecontacts 119 and 120. It Will be evident that 105 when the large body ofsteel 111 is presentbeneath the cores 114 that the magnetic flux v'illbe shunted and will be directed toward the larger mass of metal 111 inpreference to the small armature 116; This will cause the 110 effort tobe diverted from the armature and will permit it to move away from thecontacts 119 and 120 under the influence of the springs 117. thusbreaking` the circuit through contacts 119 and 120 and permit- 115V tingthis circuit to be completed by means of the contact plates 102 and 103,which will then act to include the block signal semaphorel apparatus inthe solenoid cir cuit.

lt will be understood that the lead Wire 109 connected to both of thecontact members 6-5 and 64 of the master switch 61 and will thus beplaced in communication with the contacts 67 and 68 of this switch,there- 125 fitter passing through the Wires 107 and 10S to thesolenoids. The circuit will be completed, of course. through the Wire106, which returns to the source of supply 105.

The conductor V109 is interrupted at a 130 ypoint in its lengt-h bymeans of a multiple is completed by the Contact 62 of the master nswitch 61 and wire 132 connected therewith and leading;r to the "point.126 of the switch 123.

rThe red signal light 87 is provided with ay wire 133 which connectswith the Contact member `66 of the master switch 61. This wire 133`leads to one pole of the lamp 87,

while the other pole is connected by aj wire '134 with the return wire106. The circuit Vwhen completed is from the source of electric supply105, the wire `104 and the block si nal wires or the circuit breakerwires 122 l 121 to the wire 109, 'from thence flow to theswitch 123 to awire y132 which is connected with the movable contact member 62 of themaster switch. 61. The circuit at this point is normally opened andclosed when the Contact 62 is brought to engage the stationary Contact66, the circuit from there ou being completed through the wire 133,

.light 87 and wire 1344 to the return wire 106.

The wires 1233 and 106 are provided with conductors 135 and 136 whichconnect with the magnet 84@y and will act to vdraw the armature of thelever 81 upwardly when this magnet is energized.'y The red signal lightcircuit also is connected with an alarm hell 1F17, which'iseonneeted bya wire 136 to the conductor 15:33 and by a wire 139 to the return.conductor 184. This means an establishment of the red signal will causethe arm 81 to be drawn upwardly and an alarm signal andibly made as wellas visually by the lamp.

The blut` light S6 is adapted to be connested in shunt with the mainwires 104 and 109 which is accomplished in the following bridgingvswitch 140 is provided and the opposite terminals of this switch areprovided with conductors 144 and 145 in which the lamp 86 is connecte-:lin series and the electromagnet yin multiple therewith through the wires146 and 14'?. This circuit may be closed or broken at the option ol theengineer by the switch 1113. As .is

*obvious the light 66 an d magnet 85 will only this portion vot the maincircuit. Further,

when the bridge switch 1110 is closed, the main circuit through the'master switch 61 :uid the magnets 56 and 3T is closed irrespective otwhether the circuit breaker 113 closed to close the circuit between theconductors 121 and `122. The purpose and use ot' the switch 140 willlater appear.

In operation o'l' the present apparatus, it will bi, assumed thatnormally the contact membe f of 'the block signal semaphore are held inseparated relation `to each other to open the circuit leading to thesemaphore railspfl' and lt will further be understood that the circuitbreaking apparatus 11() is so operated that a 4circuit will-beestablished through the wires 121, 122..` .104, 109 to the oppositesides of the source of electric energy 105. The shunt switch 140 will beopen, as well as the switch 143 and the multiple pole switch 1253 willbe closed. lVhen all kot these switches are in this con dition and thetrain is ready to start its run, the record disk is placed upon the dialof the indicating structurewithin the box 79 and due to the fact thatneither ofthe magnets S4 or 85 are energized the stylus 80 will restupon` the center or intermediate score mark 77 of lthe disk. This markcorrespond ing to the conditions represented by the green signal light88. The box 79 `is then locked and the train is ready to make its run.,ils the train passes along the traffic rails 100 and 101, the masterswitch will be held in the position shown in Fifi. 6 with contactsestablished between the movable conductor 62 and the kfixed conductor65, between the movable Contact 63 and the fixed contact 67 and themovable contact 64- and the fixed contact 66. This arrangement willestablish two complete circuits namely: the magnet or mainfircuit whichwhen traced leads from the battery 105 and through the conductors 101i.122,y 121 and 109 to the master switch 31 and 'from thence through themagnets 56 and to the return wire 106 and the green light shunt circuitwhich llows from 126 lof the switch 1211- throupjh the/wire 132 to themovable Contact 62 of the master switch 61 and then. 'trom the contact65 to the wire 131, lamp 8S and wire 130 to its return point of theswitch 124.

The ,Green light will always be burning except under unusualcircumstances and will indicate that the road is clear and that thevarious elements of the apKK aratus are in proper ,functioning relationto each other.

Assuming that the train is traveling along a right of way and that itenters a block which is clear. under this condition. the contactmembers' 92 and 93 will be in connection with each other and willestablish a uormall'.' closed circuit through .the conductor 9? thesource ot enel-fry 91, the conductor 09. the rails 97 and 9S with thecontact 'plate and the conductor 96,A When the contact vplates 102 and103 strike the contact rails 97 and 98, the `circuit will be carriedforwardly into the apparatus of the present invention along theconductors 104 and 109 and from thence through the movable contactmembers 63 and 64 of the switch 61 to the fixed contact members 67 and68. The current will then be carried through wires 107 and 10S to thesolenoids 56 and 57 and will be permitted to return through the wire 106to the source of energy 105 and from then along the conductor 104 to thecontact 102. As the block is clear this will have no influence on thesolenoids 56 and 57, as they are already maintained on a closed circuitby means of the circuit breaker 1107 which is normally closed and willbe intermittently opened at the time it passes over the rail 111.

In the event that the blocks entered by the locomotive is not clear, thesemaphore arm will be raised to the position indicated by solidf linesin Fig. 2 and the contact member 92 raised to break the circuit normallypassing through it to the contact 93. This action will break the circuitthrough the solenoids 56 and 57 as it passes over the wires previouslydescribed. and when the circuit breaker 110 passes over the circuitbreaker rail 11, the circuit of the solenoids 56 and 57 will be brokenin two places.

The interruption of the solenoid cir cuits'will demagnetize their coilsand will permit the member 55 to fall. This member` in falling willlstrike the tripy lever and lift the pawl 50 so that the air'passingthrough the valve 32 from the auxiliary air tanks. will be permitted toact against the piston and move the cross-head 22 in the direction ofthe arrow u. as indicated in Fig. 6. As this movement takes place.I theconnecting rod 19 will be drawn and this., in turn. will swing theair-brake control han* dle 16 to set the brakes. Simultaneously withthis movement the shifting` "ever 4S will be swung and as the cross-head22 nears the other extreme enrl of its stroke. thisl lever will haverotated the cam 4T suiiiciently to raise the pawl 52 and to permit thelock disk 39 to be released. This disk f will then rotate. under theinfluence of the spring 38 which draws the shifting lever 36 of thevalve. The valve 32 will be instantly reversed and air delivered throughthe pipe 31 to the cylinder 27. This will cause a reversal in thedirection of travel of the cross-head 22and will. restore this crossheadto its original position without any operation on the part of theengineer. When the restoring action has been `com pleted. the pawls 42and 43 will both stand in locked relation to the disk and will hold itagainst movement until further action. The valve 35 has been previouslyregulated to permit a lpredetermined rate Vet es!v capement ofi the airwithin the pipes 30 and 31, so that the time required for moving thecross-head from one extreme position to the other will be definitelyknown and will be .autiicient to insure that the train has been broughtto a dead stop before the brakes are released.

lhen the Vcross-head 22 nieves in the direction of the arrow ---o fromthe position shown in Fig. 6, it will release pressure of the pin 21against the switch operating pin 72. When this has been accomplished theshai't 6l will just simply rotate under kthe influence of the varioussprings 69 carried thereby. This rotation will swing the contact members62, 63 and 64 trom their engaging position with the 'fixed contacts 65167 and 68. This will break the connection with the solenoids and alsothe green signal light circuit. At the instant., this connection isbroken, the contact member 62 will move into engagement with the fixedcontact 66 and will thus establish the red signal light circuit throughthe conductors 132. 133. 134 and 106. llVhen this circuit isestablished. the solenoid 84 will be energized and will act upon thearmature carried on the end of the lever S1 to draw this ernia tureupwardly and to vmore the stylus into register with the outer scoreniark l upon the disk. As the disk etmtinues to rotate the stylus willmake a recording niark upon this circle of the disk and show` exactlywhen the train passed into a langer zone and thereafter caille into acondition which eliminated the elements ot danger. The bell 137 willalso ring at this timej due to the completion of the red light circuit.

When the crosshead 22 has made its coinplete cycle of operation. thatis, Yfrom the position Shown in Fig, 6 to the other ex treme positionand return, the switch shai't will be again rotated to establish acircuit through the solenoids and the green light` and at the same timediscontinue the various audible and visual signal devices. This actionwill place all oi the apparatus in its normal running condition and willdeenergize the magnet Qi-4 to causa the stylus to again return to itsnormal position in register with the vintermediate recordingring 77.

ln the event that the engineer proceeds into the block which is notclear. he may close the blue light circuit across the wiresl 104 and 109by means oi the switch 143. This will act to illuminate the blue lightthrough conductors 144 and 145 and at the same time will furnish energyfor the mag net 85, which will draw the lever Sl downwardly and move thestylus accordingly into the path of travel defined by ythe circle 76. Itis also possible to discontinue the si guaiing action of the blue lightby operation ot the switch 143 when there is a train ahead or alocomotive aheadwhich will carry the sigcomprising an air valve,mechanical operating means for opening and closing said valve, meansnormally locking said operating means with the air valve in its closedposition, an electrically controlled trip mechanism for said lock, anormally closed circuit including said trip mechanism and means wherebythe interruption of said circuit will act to release thelock and causethe brakes to be set and automatically operating means adapted tofunction after a predetermined period of time to restore the brakes totheir inoperative position and relock the operat- `ing mechanism of thebrake valve and a continuously operating recording device adaptedtri-permanently record the interval of time which elapses with the brakevalve closed and opened and thereby producing a continuous record of thetrain performance throughout its run and visible signal means acting toindicate the opened and closed conditions o'f said electric circuit otthe lock releasing means and'means for maintaining said circuit closedunder certain predetermined conditions and means for recording thelength of time which elapsed during said conditions.

7. A train controlling system comprising in combination an air-brakesetting means, a pneumatic actuator for said setting means. anelectrically controlled retainer for said actuator, a closed circuit forholding said retainer, a magnetic circuit breaker interposed in saidcircuit having an armature adapted to open or close the retainer circuitand to normally keep said retainer circuit closed, a separate circuitfor energizing said magnetic circuit breaker, a rail over which thecircuit breaker is disposed to pass whereby the amature is released dueto the rail being a better path for the magnetic force of' the circuitbreaker, and the retainer circuit thereby opened.

8. A train controlling system comprising in combination an air brakesetting means, a pneumatic actuator for said setting means. anelectrically controlled retainer for said actuator, a closed circuit forholding said retainer, a pair of magnets interposed in said closedcircuit, an armature carried by saidmagnetsadapted to open and close theretainer circuit and to normally hold said retainer circuit closed, anda rail over which the circuit breaker is disposed to pass whereby thearmature is released and the retainer circuit opened.

9. A train stop device comprising an airbrake setting means, a pneumaticactuator for 'said setting means. an electrically controlled retainerfor said actuator` electromagnetic means associated with the trackadapted for releasing said retainer at predetermined points and arecorder for said retainer.

10'.- In a'train control system an air-brake valve, pneumatic meansforactuating said valve, said means comprising a pair of opposedcylinders, means normally locking said cylinders to hold the valve inits operative position, electrically controlled and au-V tomaticallyacting, release means for said lock and automatically operating meansvfor reversing the direction of action of the pneumatic cylinderswhereby tll'o valve mechanism will beautomatically restored to itsoriginal position.

11. In a train control system, an air-brake valve, pneumatic means foractuating said valve, said means comprising a pair of opposed cylinders,means normally locking said cylinders to hold the valve in itsinoperative osition, electrically controlled and automatlcally actingrelease means for said lock and automatically operating means forreversing the direction of action of the pneumatic cylinders, wherebythe valve mechanism will be automatically restored to its originalinoperative position, and means for determining the time which willelapse between the operation of the valve cylinders to render such valveoperative and to restore to its closed position.

12. A train cimtrolling system comprising in combination an air brakesetting means, a pneumatic actuator for said setting means, anelectrically controlled retainer for said actuator, a closed circuit forholding said retainer, a pair of spaced magnets interposed in saidclosed circuit, an armature carried between said magnets adapted toclose or open the retainer circuit and to normally hold said circuitclosed under the influence of the magnets, spring means by which thearmature will be released from the magnets, and the retainer circuitopened when the magnetic action of said magnets has decreased to apredetermined degree and a rail over which the magnets are. dis sed topass whereby the magnetic action o the magnets upon the amature isdecreased and under the tension of the spring means the armaturereleased and the retainer circuit opened.

13. In a train control system an air-brake valve, pneumatic means :foractuating said valve, said means comprising a pair of opposed cylindere,a piston in each cylinder and ak connecting rod therebetween, acrossvhead carried by theconnecting rod, connecting means between thecrosshead and valve, locking means to hold the crosshead in position forclosing the valve. electrically controlled releasing means for saidlocking means and automatic operating means whereby the crosshead, afterits locking means has been released, will move to open the valve andafter a predetermined interval return to its original position.

14. In a train control system an air-brake valve, pneumatic means foractuating said valve, said meins comprising a pair of opposed cylinders,a piston in each cylinder and a connecting rod therebetween, a crossheadcarried by the connecting rod at a point intermediate the pistons,connecting means between the cross-head and Valve, locking means to holdthe crosshead in position for closing the valve when adjacent one of thecylinders, electrically controlled releasing means for said lockingmeans, automatic operating means whereby the crosshead is given onecomplete reciprocation for opening the valve and returning the crossheadto its original position `for closing the valve.

15. In a train control system an air-brake valve, pneumatic means foractuating said valve, said means comprising a pair o'opposed cylinders,a piston in each cylinder and ak connecting rod therebetween, acrosshead carried by the connecting rod, connecting means between thecrosshead and valve, locking means to hold the crosshead when adjacentone of the cylinders and releasing means for said locking means, a pipebetween the outer ends oi the cylinders, a twoway valve in said pipeconnected to a source of' compressed air and connecting means betweensaid tWo-way valve and crosshead whereby `upon the releasing of thecrosshead the pistons will move to give the crosshead a completereciprocation for opening the airbrake valve and returning the crossheadto its original locked position respectively.

16. In a train control system an air-brake valve, said means comprisinga pair of opposed cylinders, means normally locking said cylinders tohold the valve in its opera.- tive position, electrically controlled andautomatically acting release means for said lock and automaticallyoperating means Jfor reversing the direction of action ofthe pneumaticcylinders whereby the valve mechanism will be automatically restored toits original position and means for simultaneously restoring the lockingof the cylinders when the valve mechanism has been restored to itsoriginal position.

17. In a train controlsystem an air-brake valve, pneumatic means foractuating said valve, said means comprising a pair of opposed cylinders,means normally locking said cylinders to hold the 'valve in itsoperative position, electrically controlled and automatically actingrelease means for said lock and automatically operating means forreversing the direction of action of the pneumatic cylinders whereby thevalve mechanism will be automatically restored to its original position,and electrical recording means for determining the time during which theair-brake valve is opened, the circuit therefor being closed and openedby the action of the pneumatic cylinders.

In testimony whereof I have hereunto set my hand in the presence of twosubscribing witnesses.

CHARLES PARNELL THOMAS.

Witnesses W. W. HEALEY, M. E. EwINe.

